Safety attachment for car-brakes.



J. B. WRIGHT. SAFETY ATTAGHMENT FOR GAR BRAKES. APPLIOAIIGN FILED APR. 7, 1909.

947,142. Patented Jan. 18, 1910.

2 SHEETS-SHEET 1.

' J. B. WRIGHT. SAFETY ATTAGHMENT FOB. GAR BRAKES.

I APPLICATION FILED APR. 7, 1909.

mm 9m 17.- ,n 88 M1 m3 3 u M2 n m a P UNITED PATENT OFFICE;

Jenn BUNYAN wiiierrr, or qnnnnseoao, NORTH CAROLINA.

sArE rY arreerrivrnnr FOR can-BRAKES.

To all whom (it maycohcern:

"VRIGHTI, a citizen invented certain new and useful Improvescribed and'cl'aimed.

mentsin Safety Attachments for Car- Bra-kes, of which the following, is a specifi:

eatlon.

My invention relates to apparatus for automatically operating the brakes of a rail-'- way train incase of accident t-o thetrucks or from any other causefl'vvhich tends to throw the trucksinto an abnormal position,

"and it consists in the combinations, constructions and arrangements herein de- The main object of my invention isito produce a device in nd setthe brake. f. my invention isto only permitting 21 Well. A I

A further object-"of my'i nvention is to provide simple apparatus for effecting the above mentioned results.

- Other objects and advantages'will appear inthe following specification and the novel features of' the device will 'be particularly pointed out in the appended claims.

1y invention is illustrated in the accompanv drawings in which-" lgure, 1 1s a s1de view of acar bodyand trucks partially 1n section with my inven- 'tion applied thereto; Fig; 2 is aplan View of the brake operating n1echanis1n;"Fig. 3

1s a perspective view showing the adjustable) plates; Fig. 4 is a vertical section through the valve casing showing the normal'pos tion of the valve; Fig. 5 is 3311111131 view showing the valve actuating rod in its operative position; and F ig. 6 is a detail View showing the manner in which the spring is secured 'to the valve rod.

Referring now to Fig. 1, I have shown f the'United States, anda' resident of- Greensboro, in the county of Guilforjd' and State ofNorth carolina have 1909. Serial imaesIs'eelf Specification of Iietters'ratentr PatentedJan. 18, 191 0. [Ap ueetimrmea A ia 7,

y therein the lOw f Cari 4A. t0 1% it known that I, J HN BUNYAN 5' which the valve casing 13 is attached by any suitable means, uch as a suspending rod O. The structure o the valve casing; and valve casing. consists of a 'main' body portion 1 .of' the-same shown inthe figures. .'The openings 1*,constituteexhaust ports. The casing is open at both. ends and is cored at so is clearly shoivn in Figs..4 and-5f The valve one, end toreceive a hollow cylinder 2 havmg a head 3 provided with an opening 4 through which the valve proper 5 extends.

The head '5 of the valve rests normallyup'on a resilient member 6 surrounding the openng. The opposite-end T of the valve is ex tended to fitwithm' the hollow cylinder and '-1s'nor1n a' l'ly pressed upon by a spiral spring A11 exteni 8 disposed Within-the cylinder.

which 'the'[ abnormal Inovem('e'n t of the trucks'in "any direction will operate to "set the brakes-man air brake.- slystem instantly and thereby stop the train. othis-end I have arranged a novel form" ofiv'alve operating 'me'chanism'in which the" operating meinber has a universal movement so that when'it islmoved in-any direction it 'peratmg member at $10119 ofithe valvecasing communicates with I the train pipe and is. secured to the main casing I bymeans of belts or, in any" other suitable "way.- On one 'sideofthe valve casing 1 there is an opening inwhich a locking member 10 pivoted This locking member is normally "pressed. by means of the spring 11 against the end 7 of the valve and 'when the latter-is moi'ed foi'wa-rdlyxthe end of the locking member 10 springs in behind 'a shoulder 12 on the end 7 thereby locking normalf position side o the valve inits shifted position. The valve actuating member consists'of a rod D having a spherical enlargement l3 and a recess .14 atone end. lVit-hin the recess 14 is disposed a hardened cylindrical ball, 15 which 1n the normal position of the rod lies in a recess 16 in the, end '7 of the valve. The of the rod'an d valve is shown in Fig. 4;. The enlarged spherical portion 13o)? therod 1D is arranged to be held by meansof a'cap l7 Which-"i's secured to one end of the casing- 1. The recess .18 of the cap 1'7 is slightly cutwaxvay on its inner side so as to permit a longitudinalmovement of the rod inwardly but not outn arelly. --The rod 13 is held in the recess 18 of the cap- 17 by means of the'spring S. The manner in which this spring is connected to. the rod is shown in F ig. 6. In this figure it is seen that the rod is provided with a; groove (l the end of the spring a being securedin the groove and the opposite end of the spring b'earln against a shoulder 19-0n the inner fthe valve casings Thispermits a movement of the rod in any directioni -Referringi1ow td'Figsf-l and 2, it will beseen that'the rod D is held normally'in" the rod is in close proximity to shaped body portions provided with the ver-. respectively through the plates but which a horizontal position and'that the end of the bolster E of the trucks. Extending from the bolster are the two arms F and G at the ends of which are attached the plates H and K. The construction of these plates is clearly shown in Fig. 3. They consist of themetieal slots h and is which the ends of the arms E and G project. These plates H- and K are movable so that theopening between'them may be varied in order-to allow an adjustment of the arms with respect to the rod plates might be ofother forms than that shown in the figure, the main object being to provide mechanism for actuating the rod -D when the trucks are out oftheir normal position and which ma tively to the'position of the'rod.

From theforegoing description of the various parts ,of the device, thereof may be readily understood. Iffor any reason the "wheels WV of the .car A should leave the track, the jolting willcause' be adjusted relaan undue movement of the bolster in one directionfor another, The endof the rod D which projects through the opening 0 in is not in contact with the plates is now-enga ed by one edge o'f-t'he plates and" is forced from its normal position. Fig. 5- illustrates the positionof the rod I) after itxhas been engaged by the plates H or K. The rod is rotated around the ball and socket connection 131.S and the valve is cammed forward by the engagement of the spherical member .15 in. the end otthe rod thereby opening the valve against the tension of the spring 8 allowing the air to escape through the ports 1", an permitting the brakes to set. the -first movement of the-valve the locking member 10. springs into place in the manner already described and'the valve remains in its open position until the end 10* of the locking member is moved in thedirection indicated by the 'arrowwhen thevalve will again spring into position underthe infl'uenee of the spring 8 if therod is in itsnormal position.

I desire .to particularly .call attention to the fact that any movement of the rod D in a direction at an angleto its-axis or in a longitudinal direction along its axis in the direction of the valve will cause the opening of the latter. In actual practicerit is iotpossible to unduly move the trucks, wh n the'mechani'sm is setup as described, with- .out causing the-consequent, stopping of the train. The b'at1;;bearingjfcamming action of the ro facilitates the operationof the-device and lessens the liability of the valves failing to I D. Obviously these combination with with an escape opening, closing the opening, a. rod

the'operationin any direction,

. cated therein,

(1 Moreover at the-unseating ofthe valve and' open by reason of any friction between the end of the rod and the endofthe valve.

I am aware that otherforms of thel'de vice based upon the same general idea might be made, but I consider as m own all such modifications as fairly fall within the spirit and the scope of the invention.

I claim'z- 1.. In apparatus of the class described, the combination with a "train pipe provided with an escape opening, of a valve normally closing the opening and a cam member having a universal movement-and adapted to engage the valve, when moved in any d rection to open the latter.

2. In apparatus of the class described, the a train pipe, provided of a valve nornially pivoted for 'uni-' versal movement, the end ofthe rod being adapted to engage the end of the valve to force the latter open when the rod is moved a car truck, and means attached to said truck for engaging the rod duringan abnormal movement of the truck.

3. In apparatus of the class described, a valve casing, atrain pipe opening valve loa cam member' mounted, on said casing for universalmovement, and adapted to open said valve, a car truck, and means secured upon said car truck and adapted to engage said cam member, said means being adjustable with respect to said cam member.

4. In a device of th e 'class described, the

combination with a tram pipe, of a sprm actuated valve for opening the same, sai valve being provided with a recess, a rod. mounted in'the valve-casing for universal' movement, the end of the rod being normally in said recess and adapted when moved in any direction to cam the valve open, and a spring secured'to said rod and arranged to keep the latter in a central position. f

5. In an apparatus of the class described, the combination with a train pipe provided with an opening, of aspringactuated valve arranged to close said opening, a rod having a spherical enlargement arranged to seat in the rod being-adaptedtqengage the valve to cam the latter open, a locking member carried by the valve casing and arranged to lock the valve in its open .posi'tion, a car truck and means carried "by said truck for moving the rod.

JOHN BUNY N'WRIGHT. Witnessesi i SoLoN C. KeMoN, L. ,A. STANLEY. 

